Nice start to your blog - pix will no doubt draw attention and comment.
Quote:
Ultramatic wont shift into high gear!
I'm not into mods and rods, but may be able to provide some insight into the Ultramatic.
First, you might want to take time to download and study the original
Ultramatic Serviceman's Training booklet. It goes a bit beyond the
51-54 Service Manual section on same, discussing theory of operation. The
1951 Owner's Manual covers it more concisely. All of those are available here, to download - for FREE. Just follow the embedded links, above.
Until then, know that the Ultramatic is a two-speed transmisson, with low- and high-range (plus reverse) and a Direct-Drive converter clutch that elminates slippage of the fluid coupling at cruising speeds.
Unlike automatics of later years, the original Ultramatic does NOT upshift automatically, from low- to high-range. Between the torque characterstics of the Packard straight eight and a true, torque-multiplying converter, perhaps engineers didn't see that upshift as necessary at that time.
Instead, high-range is used for most driving conditions, providing a smooth start from a complete stop and letting the torque converter take care of the rest. Low-range was intended only for long, hard pulls or steep grades. You had to manually shift from low- to high-range with this generation of Ultramatic.
Some people mistake the engagement and disengament of the DD clutch as another gear, but it is not. The DD clutch only comes in at steady speeds above 15MPH. Sharp acceleration from a cruiseing speed will kick out the DD clutch and put you back into torque converter.
Are you sayng you have no high-range - even with the slector in the "H" position? If fluid level is sufficient, the high-range clutch may be shot, but you won't know for sure until pressure tests are performed - per the shop manual. However, if it's the DD clutch engagement that's not happening, that could be a whole 'nuther set of issues.
Then sagain, if the car hasn't been driven much in years, it could all be just a bit of varnish in the hydraulic circuits. Best to seek inspection and testing by a qualified rebuilder of Ultramatics; they are a bit unlike other automatics.
While some people have opted to install a Chrysler TorqueFlite conversion, there's nothing easy or inexpensive about going that route.
That's about all I can add; perhaps other will "chime in".
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